Ignition and injection control are combined in one electronic unit. The ignition timing is also calculated there.
The control unit has all possible engine data and characteristics at its disposal. This is provided by a Hall sensor or a sensor for engine speed and crankshaft position, as well as sensors for engine temperature, throttle position, etc.
If we express the ignition angle (ignition timing) through the state of the engine load and the engine speed, we get the so-called ignition characteristic. The Motronic ignition characteristic is readily demonstrated due to its unusual shape - it allows you to draw a conclusion about the exact influence of these parameters on the operating condition of the engine.
Of course, there is an exchange of data with injection. Including because some sensors on the engine have a dual purpose.
At the disposal of the control unit are programs for adjusting the engine start, cold engine operation, operating mode, etc.
The control unit supplies the ignition coils with exactly the current that it needs at the moment. In an extreme case (ignition on, engine not running) with this ignition, it cannot damage the coil even after a long time.
Knock control allows the engine to be run as far ahead of the ignition as possible, resulting in the best power output.
Therefore, engines up to 110 kW, designed for operation on superfuel, with some loss of power, can also operate on standard gasoline, because. the control unit recognizes a lower octane number and switches to a different ignition characteristic.
On the other hand, with a 128 kW engine, better traction is achieved by using super plus petrol with an octane rating of 98. In this case, standard petrol is only envisaged as a forced solution with an extremely gentle driving style.
And finally, a computer is installed to save information about faults in the ignition system, which is read in the workshop using a reader (chapter Regular maintenance).
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